Transmission system



y 1938. E. H. J. c. GILLETT Re. 20,792

TRANSMISSIQH SYSTEM Original Filed Dec. 7, 1929 5 Sheets-Sheet 2 .3 J2 J7 f0 .EHJG Glllatt 33,4 veg y 12, 1 3 E. H. J. c. GILLETT Re. 20,792

TRANSIISS ION" s'vs'rmq Original-Filed Dec. 7, 1929 3 Sheets-Sheet 3 Z/id'. Gillett Reiss'ue'd July 12, 1938 Re. a 20,792

TRANSMISSION SYSTEM Edward Henry James Cecil Gillett, West Hempstead, London, England; Hilda Cohen, executrlx of will of said Edward Henry James Cecil .Gillett, deceased, assignor to Reduction Gears Limited, London, England Original No. 1,923,819, dated August 22, 1933, Se-

rial No. 412,461, December 7, 1929. Application for reissue July23, 1935,-Serial No. 32,808. In

- Great Britain July 23, 1929 36 Claims. (Cl. 192-.011

of the skill of the operator and is automatically I is an engine or prime mover unit, 2 a hous- 5 effected in a smooth and progressive manner. ing containing a friction clutch of the known Another object is the facilitation of the opertype shown diagrammatically in Fig. and conation of gear-changing" in a power transmissisting of a driving member fast on the engine sion system having variable speed-gearing by the shaft 16 and a driven member 14 fast on a shaft 0 elimination of the operation of a separate clutch ll. The clutch l4, 15 is engaged by springs l8 10 control whenever the operation of gear-changand disengaged by the fork l2 acting against a ing" is to be carried out. collar 13, the fork 12 being fast on a cross shaft H A further object is the provision of means for carrying an external clutch operating lever 1. completely isolating such variable speed gearing The housing 2 also contains variable speed gear- 5 in a power transmission system both from the ing driven by shaft ll and controlled in the is prime mover and the driven ,mechanism, thus known manner by the lever 8. To the housing further facilitating the operation of gear-chang- 2 is fixed a casing 3 containing the free wheel ing. device, dog clutch anti clutch brake illustrated in In order that the nature of the present inven- Figs. 6, '7' and 8. 5 is a torque tube containing a 0 tion and the manner in which it is to be carshaft (not shown) by which power is transmitted ried out may be more fully understood, one form to the road wheels. A clutch-operating power, of construction as applied to a motor vehicle device 4 is embodied in the engine unit i and transmission system is described with reference is operatively connected to the clutch operating to the accompanying drawings, wherein: lever 1 by means of a lever 14 and a rod 15, the

5 Fig. 1 represents a schematic view of part of a rod I5 being pivotally attached at 1 to the lever motor vehicle embodying the present invention 1. The pivot T is carried on a nut 10 engaging showing the general arrangement of a form of with a screwed part of the shank of the lever 1, construction having clutch-operating power as shown in Fig. 9, so that the leverage of the rod means directly operated by the prime mover, and I5 on the lever i may be adjusted by screwing 0 denoted by the reference number 4 in Fig. 1. the nut l0 along the lever I. 6 is an accelerator Figs. 2, '3, 4' and 5 refer to the power means, pedal lever carrying a pin 6* engaging a slot 9 Fig. 2 being atransverse section along the line of a rod 9 which operates an engine throttle 2-2 in Fig. 3, valve 9 through the intermediary of a throttle Fig. 3 a longitudinal view with the cover plate arm 9'. The pedal lever B is biased to its off posi- 5 removed and partly sectioned along the line 33 tion by a spring 9". The pedal lever B is also in Fig. 2, connected by means .of a hinge "i 9. rod l0 and Fig. 4 a longitudinal section of the lower part a lever II to a valve stem I3 of the power means along the line H in Fig. 2, and 4 (see also Fig. '4), the lever I] being pivoted Fig. 5 a transverse section of the lower part at a fixed point I2. A tension spring I6 analong the line 55 on Figs. 3 and 4, all views chored to the vehicle frame at I1 is attached being according to the direction of the arrows. to the lever l which is further connected by means Figs. 6, '7 and 8 refer to a combined free wheel of a rod l8, and a train of bell cranks and rods device, separately controlled dog clutch for re- IS with a clutch brake within the casing 3 (see verse motion and clutch brake, denoted by the also Figs. 6, 7 and 8).' A separate lever 20 is reference numbers 3, 20 and 2| in Fig. 1, fixed to a shaft 2| passing within the casing Fig. 6 being a central longitudinal vertical sec-. 3 and operating the dog clutch for reverse motion, tion (see Figs. 6, 7' and 8).

Fig. 'l a transverse section along the line 1-4 Referring to Figs. 2, 3, 4 and 5: r in Fig? 6, 22 is a casing fixed to the engine by a flange Fig; '8 a transverse view partly sectioned along 23 and having mounted within it a spur reduc- The present invention relates to transmission systems of motor vehicles.

An object of the invention is the provision of a clutch whereof the engagement is independent the line 8-8 in Fig. 6, the direction of the views .being shown by arrows,

Figure 9 is an enlarged view of the clutch'-opcrating lever, showing the method of adjustment, and Y Figure 10 is a diagrammaticview in vertical longitudinal section of the parts composing the clutch.

Referring to Figures 1, 9 and 10:

tion gear 24, 25 driven by the engine and driving by means of an eccentric 26 and a combined eccentric strap and connecting rod 21, a plunger 28. The space below the plunger 28 is connected by means of a passage .29 with a non-return valve 38 and by means of a passage 3|] with the nonreturn valve 32. A control valve comprising a chamber 35 and a piston 36 carrying an externally projecting stem |3 (see also Fig. 1) communicates by means of a passage 3| with the interior of the casing 22 and by means of passages 33 with a cylinder 34. The control valve also communicates with the non-return valve 39, which is kept continuously in communication with the passage 3| by means of the eccentrically bored passage 31. Slidably mounted in the cylinder 34 are a ram 39 and a block 40 which is mounted loosely on the ram and held against the ram 39 by a spring 4|. The block 49 carries a pin 42 slidably mounted in guide slots 43 in the cylinder walls and carrying rollers 44 which bear against cam faced levers 45 keyed to a shaft 46, to which is also keyed the external lever H (see also Fig. 1).

Referring to Figs. 6, 7 and 8:

Within the casing 3 (see Fig. 6) a sleeve 48 is splined to a shaft 41 transmitting the drive from thevariable speed gearing. To the sleeve 49 is fixed a flanged drum- 49 to which is attached at 59 a coil spring 5|. This latter surrounds and is adapted to grip a drum 52 fixed to a flange 53 integral with a driven shaft'53. On the drum 52 is formed a flange 54 having wedge-shaped peripheral notches surrounding which is a ring 55 to which is attached at 55 the free end of the spring 5|. Lying in the notches of the flange 54 and between the latter and the ring 55 are rolling members 56 held in contact with the ring 55 and the inclined bases of the notches in the flange 54 by spring plungers 51'.

Surrounding the flanged drum 49 is a brake band 58 spring loaded at 59 to keep it normally free of the drum and tightened by the pin fill, which is actuated by the cam 6| forming one arm of the lever 62 which is attached by its other arni to the train of cranks and rods I9 (see Fig. 1) One end of the sleeve 48 is formed into dogs 63 which are adapted to be engaged by dogs 64 axially slidable in slots 65 formed in the flange 53* and slidably operated by a grooved ring 66 and a fork 61 which is pinned to a shaft 2| to which is keyed the external lever 20 (see Fig. 1).

The method of operation is as follows:

Referring to Figs. 2, 3, 4, and 5, the casing 22 of the clutch-operating power means 4 is kept filled with oil to a level suflicient to drown all the operating parts. The rotation of the engine reciprocates the plunger 28 continuously, acting by means of the spur reduction gear 24, 25 and the eccentric motion 26, 21.

Oil is drawn from the interior of thecasing 22 by means of the passages 3|, 31, the non-return valve 39, and the passage 29. On the return stroke of the plunger, oil is delivered by means of the passage 39, the non-return valve 32, and the passages 33, to the cylinder 34 and the control valve. Normally the control valve is in a position allowing the oil to flow from the passage 33 back tothe passage 3|, thus by-passing the oil without doing any work.

Referring now to Fig. 1:

The first movement of depressing the accelerator 6 acting by means of the rod l and the lever moves the stem |3 of the control valve outwards. The movement of the control valve piston 3E interrupts the communication between the passages 3| and 33 (the control valve is shown in this position in Fig. 4).

All the oil is now delivered to the cylinder 34,

forcing the ram 39 and the block 40 upwards against the spring 4|. The pin 42 being carried upwards by the block 40 and acting by means of the rollers 44, rocks the levers 45, the shaft 49, and the external lever |4. Since the cylinder 34 is in direct communication with the plunger 28 without the intervention of any oil accumulator device and the-oil is practically incompressible, the travel of the ram 39, and hence of the lever I4, is dependent directly on the number of strokes made by'the plunger 28. The lever l4, acting by means of the rod I and the clutch-operating lever 1, overcomes the force of the clutch disengaging spring l6 and allows the clutch 14, I5 to be engaged by its own engagement spring 18. When the ram 39 has travelled so far up the cylinder 34 as to uncover the lower ends of the guide slots 43, the oil in the space below the ram 39 is free to escape through the guide slots 43 back into the casing 22. Thus the slots 43 form an automatic bypass operative when the ram has completed its travel.

By means of the screw adjustment at l the relation between the travel of the ram 39 and the movement of the clutch operating lever 1 and hence the rate of engagement of the clutch may be varied to suit the speed and power of the engine. The cam faces of the levers 45 are so designed that when the ram 39 has reached the end of its travel and the clutch is fully engaged, the' pressure between the cam faces and the rollers acts at right angles to the axis of the ram 39, thus relieving the ram of any axial loads other than that of the spring 4|, side loads being communicated to the walls of the cylinder by the block 40 and not communicated to the ram since the block 49 is fitted loosely on the top of the ram 39. The position of parts 42, 44 and 45 when the ram has reached the end of its travel is indicated in Figure 3 in chain dotted lines, the line of action between the cam and roller being indicated at 69'69. The engagement of the clutch-transmits the drive to the variable speed gear and so to the free wheel device illustrated in Figs. 6, 7 and 8. Referring to the latter, the drive is transmitted by the shaft 41 to the sleeve 48 and the drum 49 in the direction of the curved arrow in Fig. 7 for forward transmission of motion. This rotation is communicated to the end 50 of the coil spring 5|, while its other end 55*, being attached to the ring 55, is prevented from rotating owing to the jamming action of the rollers 56 when the rotation is attempted in this direction with the shaft 53 stationary. The rotation of the end 50 of the coil spring 5| with the other end 55* held fast causes the coil spring 5| to tighten on the drum 52. Motion is thereupon transmitted to the drum 52, the flange 53 and the shaft 53. If the speed of the engine is reduced while the vehicle is running fast or descending a gradient the shaft 53 will tend to overrun the shaft 41. When this occurs, the jamming action of the rollers 56 will cease to operate, and the consequent slacking back of the ring 55 will allow the coil spring 5| to release its grip on the drum 52 and the shaft 53 will the lever 20, the shaft 2|, the fork G1, and the grooved ring 65. The dog clutch 63, 54 transmits motion in both directionsy'and as long as it is engaged there will be nofree wheel effect,

Returning now to Fig. 1, release of the accelerator actuates the stem ll of the control valve in the power means 4 in the reverse direction thus allowing the oil to be by-passed without doing work. The ram 39 is thereupon driven downwards by the spring ll, thus allowing the clutch to be withdrawn by the spring I6. At the same time the return movement of the lever I, acting by means of the rod i8 and a train of bell-cranks and rods l8, actuates the lever 62 (see Fig. 7), which, acting in turn by means of the cam BI and the pin 60, tightens a brake band 58, thus bringing the drum 49, the sleeve 48, and the shaft 41 to ,rest. Thus whenever the main clutch is disengaged, the elements of the variable speed gear are brought to rest.

The lost motion coupling 6*, 9 between the accelerator 6 and the throttle 9 is so arranged that the movement of the accelerator 6 necessary for opening and closing the control valve of the servo-device is effected with the throttle 9 in the idling or minimum speed position, the pin 6 moving idly in the slot 9", while more extended movement of the accelerator 6 operates.

the throttle 9 by means of the pin 6 and the rod 9*, with the control valve I3, 36 in the closed position, as shown in Figure 4, i. e. the servo-,

device is operative to engage andmaintain engagement of the clutch I4, and it may be noted that the valve piston 36 is arranged to have a sufficient idle travel with the valve closed to allow the throttle to be operated over its full range without disengagement of the.clutch.

It will be appreciated that with the operation on the free wheel device in the location specified a very .quick isolation of the variable speed gear is had through the cooperation of this free wheel device with the forward or front clutch and its operating mechanism.

While the free wheel device at the rear of the variable speed gear acts in.its automatic capacity nevertheless this device is directly governed in its operation from the accelerator, or other control means, to the same extent as if a positive mechanical connection were made between them. However, the invention is simplifled to the extent of doing away with any such extraneous mechanical connection and enabling the control of the free wheel device to be made through the shafting and variable speed gear. The free wheel device is quick acting so that when the control device quickly disengages the front clutch, which it is enabled to do because this front clutch is a quick-disengaging clutch, the control device also promptly acts on the free wheel device, which is also a quick-disengaging clutch, to at once disconnect the variable speed gear both from the motor in front and the road wheels at the rear. Thereby there is had immediately on the operation of the accelerator, or control'means, a complete isolation of the variable speed gear which enables the gears to come to rest or 'to slow down to gear changing speed almost immediately and the gears may be shifted quietly and easily in a minimum space of time after operation of the accelerator or control means. 7

On the acceleration of the motor, or operation of the control means in an opposite direction, there is a progressive or gradual engagement of the forward or main clutch, which is entirely independent of any skill on the part of the operator of the vehicle, and this gradual en gagement of the main clutch will not be in any way interfered with by the free wheel device at the rear but such free wheel device is quick engaging and will,.therefore, take up the drive as soon as the main clutch is fully engaged.

What I claim is:

1. In a power transmission system including a prime mover and a driven shaft, a friction clutch, spring means tending to engage the clutch, clutch withdrawal spring means of greater strength than the engaging spring means, a power means independent of the driven shaft and deriving power from the prime mover to overcome the clutch withdrawal spring means and allow the engaging spring means to engage the clutch, said power means embodying incompressible operating means so that the rate of engagementnf the clutch is proportional to the absolute speed of the prime mover, control means for the power means and automatic means operative when the clutch is fully engaged to limit the force exerted by the power means.

2. A power transmission system in accordance with claim 1 and including an adjustable connection between the power means and the clutch for regulating the rate of engagement of the clutch.

3. In a power transmission system including a type directly driven by the prime mover, an hydraulic ram actuated by said hydraulic pump and adapted to engage said clutch members against the resistance of said clutch withdrawal spring means, an hydraulic by-pass uncovered by said ram at the end of its travel whereby the working fluid may continue to circulate without doing work when the clutch members are fully engaged, a controllable by-pass, ram returning spring means, a dead-centering device whereby the clutch-operating power means is relieved of all loads otherthan that of the said ram returning spring means when the clutch is fully engaged and operative connections between the said controllable by-pass and the accelerator and between the accelerator and the throttle including lost motion devices so arranged that the accelerator operates the throttle with the controllable by-pass closed and opens and closes the said by-pass with the throttle in the minimum speed position.

4. A power transmission system in accordance with claim 3 and comprising clutch engaging spring means of less strength than the clutch withdrawal spring means.

5. In an automobile having a driving motor and an acceleratorforregulating the speed of the motor, the combination with a clutch and means normally holding said clutch disengaged, of power means energized by the motor and adapted to engage the clutch, said power means employing incompressible operating means so that the rate of engagement of the clutch is proportional to the absolute speed of the motor,-and means operatively connected to the accelerator for bringing the power means into action an accelerating the motor.

6. In an automobile having a driving motor and 'ed to engage the clutch, said power means employing incompressible operating means so that the rate of engagement of the clutch is proportional to the absolute speed of the motor, and means operatively connected to the accelerator for bringing the power means into action on first accelerating the motor including lost n otion means permitting acceleration of the motor after the servo-device has been rendered fully operative.

7. In an automobile having a driving motor and an accelerator for regulating the speed of the motor, the combination with a clutch and means normally holding said clutch disengaged, of clutch engaging power means comprising a hydraulic plunger pump directly and continuously driven bythe motor, a clutch engaginghydraulic ram, an hydraulic connection between said pump and said ram, a bypass-valve and means operatively connected to the accelerator for closing the bypass-valve, so as to energize the ram, on accelerating the motor.

8. In an automobile having a driving motor and an accelerator for regulating the speed of the motor, the combination with a clutch and means normally holding said clutch disengaged, of clutch engaging power means comprising a hydraulic plunger pump directly and continuously driven by the motor, a clutch engaging hydraulic ram, a hydraulic connection between said pump and said ram, a bypass-valve and means operatively connected to the accelerator for closing the bypass-valve, so as to energize the ram, on "first accelerating the motor, including lost motion means permitting acceleration of the motor with the by-pass valve closed.

9. In an automobile having a driving motor and an accelerator for regulating the speed of the motor, the combination with a clutch and means normally holding said clutch disengaged, of clutch engaging power means comprising a hydraulic plunger pump directly and continuously driven by the motor, a clutch engaging hydraulic ram,

a hydraulic connection between said pump and said ram, a bypass-valve, means operatively connected to the accelerator for closing the bypassvalve, so as to energize the ram, on accelerating the motor, and an automatic relief bypass opened by the ram when it has completed its clutch-engaging travel.

10. In an automobile a driving motor, driven road wheels and a control and transmission system comprising in combination a power-operated clutch, a variablespeed gear and a freewheel device, the clutch being arranged between the motor and the variable speed gear and the free-wheel device between the variable speed gear and the driven road wheels, an accelerator for regulating the speed, of the motor and an operative connection between the accelerator and the power-operated clutch, whereby movement of the accelerator to accelerate the engine brings the clutch into engagement and maintains engagement over the greater part of the accelerator range of movement, whereas on moving the accelerator to fully decelerate the engine, the clutch is disengaged and the free-wheel device permits the driven wheels to overrun, thus effectively isolating thevariable speed gear.

' 11. The combination as claimed in claim and including means for locking the free-wheel device to permit reverse drive to be transmitted to the driven wheels.

12. In an automobile a driving motor, driven road wheels, a variable-speed gear, drive lnter-.

rupting means for isolating the variable speed gear from the motor and the driven wheels including a free-wheel device between the variable speed gear and the driven wheels and a clutch between the motor and the variable speed gear, clutch disengaging meansnormally operative, power means operative on said clutch, an accelerator for regulating-the speed of the motor and control means for the power means operatively connected to the accelerator so that movement of the accelerator to accelerate the motor causes the power means to engage the clutch progressively, while on fully decelerating the motor the clutch becomes disengaged, the drive to the free-wheel device is interrupted, the driven wheels overrun and the variable speed gear is isolated.

13. In an automobile having a driving motor,

an accelerator arranged to accelerate the motor when positively operated and to decelerate the motor when released, driven road wheels and a variable speed gear, means for isolating the variable speed gear on release of the accelerator gear and including a clutch, clutch-disengaging means normally operative and accelerator-controlled clutch-engaging power means energized by the motor and operative to engage the clutch progressively when the accelerator is positively operated and to maintain clutch engagement .over I the speed regulating range of accelerator operation, saidpower means being rendered'inoperative on release of the accelerator and allowing the clutch disengaging means to disengage the clutch, thereby interrupting the drive to the freewheel device, allowing the driven wheels to overrun and isolating the variable speed gear.

14. The combination as claimed in claim, 13 and including a lost motion device whereby the accelerator is inoperative to regulate the motor until it has been positively operated to a degree suflicient to render the power means operative to engage the clutch.

15. In an automobile having a driving motor, an accelerator arranged to accelerate the motor when positively operated and to decelerate the motor when released, driven road wheels and a variable speed gear, means for isolating the variable speed gear on release of the accelerator comprising the combination of automatic drive interrupting means located between the variable speed gear and the driven wheels and including a free-wheel device and drive interrupting means located between the motor and the variable speed gear and including a clutch, clutch disengaging means normally operative, a hydraulic clutchengaging ram, a hydraulic pump energized by the motor,-a hydraulic connection between said pump ing'the driven wheels to overrun and isolating the variable speed gear.

16. The combination as claimed in clain'115 and including tree-wheel locking means to permit reverse drive to be transmitted to the driven wheels.

20,792 1'7. In an automobile, the combination with a accelerator to decelerate the motor and disengage the clutch, to isolate the variable speed gear to facilitate gear-changing.

18. In an automobile, the combination of a motor, an accelerator for the motor, a variable speed gear, a clutch between the motor and variable speed gear, driven road wheels, a free-wheel device between the variable speed gear and the driven road wheels, power-means in operative relation to cause engagement and disengagement of the clutch, and control means actuated by said accelerator and operating upon said power means to establish in one position engagement of the clutch and the transmission of power from the motor through the variable speed gear and free wheel device to the road wheels and in a second position to cause disengagement of the clutch and of the variable speed gear from the motor and of the variable speed gear from the road wheels through the free-wheel device thereby completing the isolation of the variable speed gear to enable quiet gear changing.

19. In an automobile, the combination of a motor, a variable speed gear, a clutch between the vmotor and variable speed gear, driven road wheels,

a free-wheel device between the variable speed gear and the driven road wheels, and means for progressively engaging the clutch on accelerating the motor whereby to drive the road wheels through the variable speedgear and said free wheel device and to permit disengagement of the clutch on decelerating the motor to disconnect the variable speed gear from the motor and free the variable speed gear from the road wheels through the free wheel device thus completing the isolation of the variable speed gear for quiet gear changing.

20. In an automobile, the combination of a motor, a variable speed gear, a clutch between the motor and variable speed gear, driven road wheels, a free-wheel device between the variable speed gear and the driven road wheels, power means in operative relation to cause engagement and disengagement of the clutch, and control means operating upon said power means to establish in tion of the variable speed gear to enable quiet,

gear changing.

21. In an automobile, the combination with a motor and driven roadwheels, of a variable speed gear, a clutch disposed between the motor and the variable speed gear, power means for operating said clutch, means for controlling said power means to bring about engagement and disengagement of said clutch, and a free-wheel device operative between the variable speed gear and the driven road wheels and serving in conjunction with the disengagement of the power operated clutch to isolate the variable speed gear to facilitate gear changing.

22. In a power transmission system, a motor, a change speed transmission having input and output shafts, a clutch between the motor and. the

input shaft of the transmission, means for controlling the speed of the motor, means actuated by operation of the first-named means to produce a selected motor speed for positively disengaging the clutch, a shaft to be driven, and an overrunning clutch connecting the output shaft of the transmission and the shaft to be driven when the speed of the former exceeds that of the latter.

23. In power transmission apparatus, a motor, a shaft to be driven, a change speed transmission between the shaft and motor, motor speed control means, means under control of the lastnamed means for connecting the transmission to and disconnecting the transmission from the motor and an overrunning clutch between the transmission and the shaft to be driven.

24. In a vehicle having an engine, a power transmitting system including an inter-connected main clutch, variable speed gear transmission mechanism and a propeller shaft; means providing a one-way driving connection between said transmission mechanism and said propeller shaft for permitting overrunning of the latter with respect to said transmission mechanism during shifting of the gears of the latter; and means responsive to decelerating of said engine prior to shifting of said transmission mechanism for automatically disengaging said main clutch so as to permit simultaneous over-running of both said engine and propeller shaft with respect to said transmission mechanism during the gear shifting operation.

25. In a vehicle having an engine, a power transmitting system including an inter-connected main clutch, variable speed gear transmission mechanism and a propeller shaft; means operable by said engine for engaging and disengaging said main clutch automatically when the speed of said engine is increased above and decreased to its idling rate respectively; and an over-running clutch providing a one-way driving connection between said transmission mechanism and said propeller shaft, and permitting the latter to over-run said transmission mechanism so as to relieve the transmission of all driving loads during shifting of the gear thereof.

26. In a vehicle having an engine, a variable speed transmission mechanism and a driven member; automatic clutch actuating mechanism operable by said engine for engaging and disengaging the elements of said main clutch; and a coupling between said transmission and driven member having relatively rotatable clutch members and including means for holding said memher against relative rotation thereof only after a.

limited relative rotation so as to enable rigid engagement of the main clutch elements prior to application of the road torque on said transmission mechanism.

2'7. In a vehicle propelling system, a driven member, an engine having a carburetor including a throttle valve, means for regulating said throttle valve, a variable speed transmission mechanism, a releasable clutch between said engine and said transmission mechanism, automatic clutch operating apparatus having a control element operable by said throttle regulating means and permit over-running of the driving member withrespect to said transmission mechanism when the clutch between the latter and said engine is disengaged.

28. In a vehicle propelling system, an engine, variable speed transmission mechanism, a main clutch for selectively providing a driving connection between said engine and said transmission mechanism, power clutch actuating mechanism for engaging anddisengaging said main clutch, a driven member, anti a one-way driving connection between said transmission and said driven member. a

29. In a vehicle having an engine, a power transmission system including an interconnected main clutch, variable speed transmission mechanism and a driven member; means for providing a one-way driving connection between said transmission mechanism and said driven member for permitting over-running oi the latter with respect to said ton mechanism when the speed of operation of the latter is reduced in preparation for effecting a change in the gear ratio thereof; and a power clutch actuating mechanism for engaging and disengaging said main clutch.

30. In an automobile having a driving motor and an accelerator for regulating the speed of the motor, the combination with a clutch of power means operated by the motor and adapted to control the disengagement and engagement of the clutch, said power means including valve means operatively connected to the accelerator and operable to initiate the clutch disengaging and engaging operations of the power means, and further including other means operable to control the clutch engaging operation 01 the power means in accordance with the absolute speed of the motor.

31. In an automotive vehicle provided with an internal combustion engine, an accelerator and a clutch, power means for controlling the operationof the clutch, said means comprising valvular means operated by the accelerator and operative to initiate disengagement and engagement of the clutch, and further comprising other means, supplementing the aforementioned valvular means and operable in accordance with the engine speed to control the rate of clutch engagement, said engine speed being controlled in part 'by the accelerator.

I 32. In an automotive vehicle provided with an internal-combustion engine, an accelerator, and

a clutch, power means for controlling the operation of the clutch, said means comprising val-'- vular means operated by the accelerator and operative to initiate disengagement and engagement of the clutch, and further comprising other means, supplementing the aforementioned valvular means and operable in accordance with the R. P. M. of the engine, to regulate the rate 01 engagement of the clutch.

33. In an automotive vehicle provided with an internal-combustion engine, an accelerator and a clutch, power means for operating the clutch, said means comprising valvular means operated by the accelerator and operative to initiate the disengagement and engagement of the clutch, and further comprising means, operated by the internal-combustion engine" and in accordance with the speed thereof, to regulate the rate oi. engagement of the clutch.

34. In an automobile having a driving motor and an accelerator for regulating the speed of the motor, the combination with a clutch of clutch operating power means comprising a hydraulic ram mechanism operatively connected with the clutch, a normally continuously circulating power fluid Ior controlling the energization of the ram mechanism, accelerator operated valve means operative to initiate the clutch disengaging and engaging operations of the ram mechanism, and means operable by the driving motor to regulate automatically the clutch engaging operation of the ram in accordance with the speed of the motor.

35. In an automotive vehicle provided with an internal combustion engine, an accelerator and a clutch, power means for operating the clutch to disengage and engage the same, and accelerator-operated means operable to initiate both the clutch-disengaging and engaging operations of the power means, said power means including means for controlling the rate of engagement of the clutch in accordance with the speed of the engine. 1

36. In an automotive vehicle provided with an internal combustion engine, an accelerator and a clutch, power means for controlling the clutchengaging and clutch-disengaging movements of a the clutch, and means for controlling the operation of said power means including a fluid pressure system having a valve operatively connected with the acceleratorand having also a device operable in accordance with rthe speed 01' the engine, said device being effective in said system to regulate the clutch-engaging movement of said power means.

HENRY JAMES CECIL GILLE'I'I. 

